Adjustable ride height, vehicle, system and kit

ABSTRACT

Disclosed herein is a steering linkage system that includes a steering tie bar extending between a first spindle and a second spindle of the vehicle. The system includes a joint that is adaptable for movement in a direction that the steering tie bar extends. The system further includes a first steering link attached to and extending between a first steering location that is on or connected directly to a pitman arm of the vehicle and a second steering location that is on or connected directly to the steering tie bar by way of the joint such that the joint is movable in the direction that the steering tie bar extends. The system includes a second steering link attached to and extending between a third steering location that is on or connected directly to a middle of the first steering link that is located between the first and second steering locations, and a fourth steering location that is on or connected directly to the steering tie bar. Further disclosed is a vehicle having the steering linkage system, and a kit for providing the steering linkage system to a vehicle.

RELATED MATTERS

This continuation application claims priority to U.S. ProvisionalApplication Ser. No. 61/810,477, filed Apr. 10, 2013, and U.S.Non-Provisional patent application Ser. No. 14/230,718, filed Mar. 31,2014, the disclosures of which are herein incorporated by reference tothe extent that they are consistent with the present application.

FIELD OF THE DISCLOSURE

The subject matter disclosed herein relates generally to land vehicles.More particularly, the present disclosure concerns land vehicles with anadjustable ride height.

BACKGROUND

Conventional land vehicles include a frame with axles and multiplewheels. The frame is suspended from the axle and wheel assemblies at agiven ride height, i.e. ground clearance. Traditionally the ride heightof a vehicle is fixed. However, adjustable ride height systems allow forthe ride height of a vehicle to be altered.

The ability to adjust the ride height of a land vehicle provides severaladvantages. Increasing the ride height allows a vehicle to travel overmore significant obstacles, e.g. rocks, bumps, downed trees, streams,and other irregularities in the surface over which the vehicle istraveling. An increased ride height also allows a vehicle to operatewith larger tires for enhanced off road capability. Decreasing the rideheight of a vehicle provides a lower roll center for increased stabilityand cornering capability, which may be desired for high speed travelover smooth surfaces.

Unfortunately, traditional systems used to adjust the ride height of avehicle suffer from a limited amount of ride height adjustmentcapability without significant effort. Additionally, traditional systemsused to adjust ride height result in detrimental effects to ridequality, wheel positioning, and/or steering alignment.

To demonstrate these deficiencies, a prior art vehicle 100, typical of acommercially available pickup truck, is illustrated in FIG. 1. Thevehicle 100 is comprised of a body 101 attached to a frame 105. Thevehicle 100 has a total of four wheels 110, two of which are attached toa straight axle 115 in the front, and two of which are attached to astraight axle 115 in the rear. The wheel 110 is permitted to rotatearound the centerline of the straight axle 115, allowing the vehicle 100to travel over the surface 200. The straight axle 115 illustrated in therear of the vehicle 100 is positioned beneath the frame 105 via atraditional leaf spring suspension 300. The straight axle 115illustrated in the front of the vehicle 100 is positioned beneath theframe 105 via a multi-link suspension 400.

The leaf spring suspension 300 and the multi-link suspension 400 are twoexemplary prior art ways to position the straight axles 115 relative tothe frame 105, support the sprung weight, i.e. the weight of the frame105, body 100, and passengers/cargo, and provide dampening as thevehicle 100 travels over bumps in the surface 200.

Referring first to the rear of the exemplary vehicle 100 illustrated inFIG. 1, the leaf spring suspension 300 comprises a leaf spring pack 305,pivotally attached to the frame 105 in the front, pivotally attached toa spring shackle 310 in the rear, and bolted to the straight axle 115via a short lift block 315 which provides the interface surface betweenthe bottom center of the leaf spring pack 305 and the straight axle 115.The spring shackle 310 is pivotally attached to the frame 105, allowingthe leaf spring pack 305 to compress or expand as the vehicle 100travels over bumps in the surface 200. The leaf spring pack 305 performsthe function of positioning the straight axle 115 in the front to reardirection, supporting the sprung weight, and establishing the fixed rideheight H. The shock 320 is pivotally attached to the frame 105 and thestraight axle 115, and provides the dampening function.

Referring now to the front of the exemplary vehicle 100 illustrated inFIG. 1, the multi-link suspension 400 comprises a shock tower 405 fixedto the frame 105. A coilover 410, which comprises a coil spring and ashock, is pivotally attached to the shock tower 405 and pivotallyattached to the housing of the straight axle 115. The coilover 410supports the sprung weight, establishes the ride height H, and providesdampening, but does not position the straight axle 115 in the front toback direction. Alternatively, a separate coil spring and shock, or anair spring and shock may be used in lieu of the coilover 410. Thestraight axle 115 is positioned front to back by the links 415 which arepivotally attached to the housing of the straight axle 115 and pivotallyattached to the frame link mount 420. A coilover 410 may provide a smallamount of adjustability to the ride height H (typically 2-4 inches).However, this limited amount of adjustability may not satisfy that whichis required for traversing significant obstacles on the surface 200.

Traditional means of adjusting the ride height H are illustrated in FIG.2 for both the leaf spring suspension 300 and the multi-link suspension400. In FIG. 2, the ride height H has been increased approximately 13″from that shown in FIG. 1.

With regards to the leaf spring suspension 300 in the rear, the increasein ride height H may be accomplished by substituting the short liftblock 315 with a tall lift block 316 and the shock 320 with a long shock321. This method results in what is known in the art as “axle wrap” dueto the longer moment arm created between the base of the leaf springpack 305 and the surface 200, and requires significant time to alter theride height. Another traditional means of increasing the ride height Has illustrated in FIG. 2 is to install a large leaf spring pack 306. Thelarge leaf spring pack 306 reduces and/or eliminates the “axle wrap”,but typically creates a harsher ride quality than the original leafspring pack 305 due to the increased spring constant as a result of theincreased convexity and/or number of leaves making up the pack. Thelarge leaf spring pack 306 still requires a long shock 321 andsignificant effort to change the ride height H.

With regards to the multi-link suspension 400 in the front, the increasein ride height H can be accomplished by substituting the coilover 410with a longer coilover 411. The longer coilover 411 can be expensive,and this substitution requires significant time. Also, since the links415 travel in an arc, the wheelbase W is shortened as the ride height His increased, requiring the links 415 to be lengthened to compensate.

FIGS. 3A and 3B each illustrate the front view of the exemplary vehicle100, depicting a traditional panhard bar 425 pivotally attached to theframe 105 and pivotally attached to the straight axle 115. Thetraditional panhard bar 425 positions the straight axle 115 in the leftto right position relative to the frame 105. As illustrated in FIG. 3B,as the ride height H is increased, the body 101 moves to the side as aresult of the traditional panhard bar 425 traveling in an arc. Althoughthe front view of the multi-link suspension 400 is shown, a traditionalpanhard bar is also used in the same manner as a component of the leafspring suspension system 300 in the rear of the exemplary vehicle 100.

FIG. 4 illustrates the exemplary vehicle 100 steering system 500 astraditionally used in conjunction with a straight axle 115. The steeringsystem 500 comprises a drag link 505 which is attached at one end via aball and socket joint to the pitman arm 510 and at the other end via aball and socket joint to the steering tie bar 515. The steering tie bar515 is attached at both ends to the spindles 520 via a ball and socketjoint (note: in some applications the drag link 505 attaches directly toone of the spindles 520). As the pitman arm 510 translates left andright, the spindles 520 are turned left and right, thus steering thevehicle 100 as illustrated in FIG. 5A (centered), FIG. 5B (turningright), and FIG. 5C (turning left).

The traditional steering system 500 illustrated in FIG. 6 is shown atthe lower ride height H. At this specific ride height H, the traditionalsteering system 500 is effective since the drag link 505 is adjusted topermit the pitman arm 510 to be centered in its travel from left toright, and the angle ω between the drag link 505 and the surface 200 issmall. However, as shown in FIG. 7, the traditional steering system 500suffers limitations as the ride height H of the vehicle is altered.Increasing the ride height H increases the angle ω, which exacerbateswhat is known in the art as “bump steer.” “Bump steer” is a result ofthe drag link 505 traveling in an arc as the straight axle 115 movesvertical relative to the frame 105. This vertical motion is a result ofthe vehicle 100 traveling over irregularities in the surface 200. Asfurther illustrated in FIG. 7, changing the ride height H causes thepitman arm 510 to rotate, which causes steering misalignment unless thelength of the drag link 505 is adjusted via a replacement drag link tocompensate.

As such, there is a need for a system that can be used to adjust theride height of a vehicle without significant effort, and withoutsignificant impacts to the ride quality, wheel positioning, or thesteering alignment of a vehicle

SUMMARY

According to one aspect, a vehicle comprises: at least two wheels, aframe; a steering tie bar extending between a first spindle and a secondspindle of the vehicle; a joint that is adaptable for movement in adirection that the steering tie bar extends; a first steering linkattached to and extending between a first steering location that is onor connected directly to a pitman arm of the vehicle and a secondsteering location that is on or connected directly to the steering tiebar by way of the joint such that the joint is movable in the directionthat the steering tie bar extends; and a second steering link attachedto and extending between a third steering location that is on orconnected directly to a middle of the first steering link locatedbetween the first and second steering locations, and a fourth steeringlocation that is on or connected directly to the steering tie bar.

According to another aspect, a steering linkage kit comprises: a jointthat is attachable or integral to a steering tie bar, the jointadaptable for movement in a direction that the steering tie bar extends;a first steering link attachable to and extendable between a firststeering location that is on or connected directly to a pitman arm ofthe vehicle and a second steering location that is on or connecteddirectly to the steering tie bar by way of the joint such that the jointis movable in the direction that the steering tie bar extends; and asecond steering link attachable to and extendable between a thirdsteering location that is on or connected directly to a middle of thefirst steering link located between the first and second steeringlocations, and a fourth steering location that is on or connecteddirectly to the steering tie bar.

According to another aspect, a steering linkage system comprises: asteering tie bar extending between a first spindle and a second spindleof the vehicle; a joint that is adaptable for movement in a directionthat the steering tie bar extends; a first steering link attached to andextending between a first steering location that is on or connecteddirectly to a pitman arm of the vehicle and a second steering locationthat is on or connected directly to the steering tie bar by way of thejoint such that the joint is movable in the direction that the steeringtie bar extends; and a second steering link attached to and extendingbetween a third steering location that is on or connected directly to amiddle of the first steering link that is located between the first andsecond steering locations, and a fourth steering location that is on orconnected directly to the steering tie bar.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter which is regarded as the invention is particularlypointed out and distinctly claimed in the claims at the conclusion ofthe specification. The foregoing and other features and advantages ofthe invention are apparent from the following detailed description takenin conjunction with the accompanying drawings in which:

FIG. 1 depicts a side view of a prior art vehicle;

FIG. 2 depicts another side view of the prior art vehicle of FIG. 1after the frame has been raised with respect to wheels of the prior artvehicle;

FIG. 3A depicts a front view of the prior art vehicle of FIGS. 1-2;

FIG. 3B depicts a front view of the prior art vehicle of FIGS. 1-3Aafter the frame has been raised with respect to the wheels of the priorart vehicle;

FIG. 4 depicts a perspective view of a steering system of the prior artvehicle of FIGS. 1-3B;

FIG. 5A depicts a perspective view of a steering system of the prior artvehicle of FIGS. 1-4 with the steering centered;

FIG. 5B depicts a perspective view of the steering system of the priorart vehicle of FIGS. 1-5A after being steered to the right;

FIG. 5C depicts a perspective view of the steering system of the priorart vehicle of FIGS. 1-5B after being steered to the left;

FIG. 6 depicts a front view of the prior art steering system of FIGS.4-5C;

FIG. 7 depicts a front view of the prior art steering system of FIGS.4-6 after the frame has been raised with respect to the wheels of thevehicle;

FIG. 8 depicts a side view of a suspension system of a vehicle accordingto one embodiment;

FIG. 9 depicts a side view of the suspension system of the vehicle ofFIG. 8 after a frame of the vehicle has been raised with respect towheels of the vehicle according to one embodiment;

FIG. 10A depicts a side view of the suspension system of the vehicle ofFIGS. 8-9 after the frame at the front of the vehicle has been raisedwith respect to the wheels of the vehicle in accordance with oneembodiment;

FIG. 10B depicts a side view of the suspension system of the vehicle ofFIGS. 8-10A after the frame at the rear of the vehicle has been raisedwith respect to the wheels of the vehicle in accordance with oneembodiment;

FIG. 11A depicts a front view of the suspension system of the vehicle ofFIGS. 8-10A after the frame at the left side of the vehicle has beenraised with respect to the wheels of the vehicle according to oneembodiment;

FIG. 11B depicts a front view of the suspension system of the vehicle ofFIGS. 8-11A after the frame at the right side of the vehicle has beenraised with respect to the wheels of the vehicle according to oneembodiment; and

FIG. 12A depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-11B in a lowered position according to oneembodiment;

FIG. 12B depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-12A in a raised position according to one embodiment;

FIG. 13A depicts a front view of the suspension system of the vehicle inFIGS. 8-12B in a lowered position in accordance with one embodiment;

FIG. 13B depicts a front view of the suspension system of the vehicle inFIGS. 8-13A in a raised position in accordance with one embodiment;

FIG. 14A depicts a front view of a panhard linkage of the vehicle inFIGS. 8-13B in a lowered position in accordance with one embodiment;

FIG. 14B depicts a front view of the panhard linkage of the vehicle inFIGS. 8-14A in a raised position in accordance with one embodiment;

FIG. 15 depicts a perspective view of the steering system of the vehicleof FIGS. 8-14B in a lowered position in accordance with one embodiment;

FIG. 16A depicts a perspective view of the steering system of thevehicle of FIGS. 8-15 with the steering centered;

FIG. 16B depicts a perspective view of the steering system of thevehicle of FIGS. 8-16A after being steered to the right;

FIG. 16C depicts a perspective view of the steering system of thevehicle of FIGS. 8-16B after being steered to the left;

FIG. 17A depicts a front view of the steering system of the vehicle ofFIGS. 8-16C in a lowered position in accordance with one embodiment;

FIG. 17B depicts a front view of the steering system of the vehicle ofFIGS. 8-17A in a raised position in accordance with one embodiment;

FIG. 18A depicts a front view of another steering system in a loweredposition in accordance with one embodiment;

FIG. 18B depicts a front view of the steering system of FIG. 18A in araised position in accordance with one embodiment;

FIG. 19A depicts a front view of another steering system in a loweredposition in accordance with one embodiment; and

FIG. 19B depicts a front view of the steering system of FIG. 19A in araised position in accordance with one embodiment.

FIG. 20A depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-11 B in a lowered position according to anotherembodiment;

FIG. 20B depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-12A in a raised position according to anotherembodiment;

FIG. 21A depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-11B in a lowered position according to yet anotherembodiment;

FIG. 21B depicts a side view of an adjustable suspension mount of thevehicle in FIGS. 8-12A in a raised position according to yet anotherembodiment;

DETAILED DESCRIPTION

A detailed description of the hereinafter described embodiments of thedisclosed apparatus and method are presented herein by way ofexemplification and not limitation with reference to the Figures.

Referring firstly to FIG. 8, an exemplary vehicle 1000 is shown at thesame ride height H as that shown by the vehicle 100 in FIG. 1. It shouldbe understood that the vehicle 1000 may be a modified version of thevehicle 100, or alternately may be a different vehicle entirely.Furthermore, while the vehicle 1000 is shown with the frame of a truck,the principles of the present invention may be applicable to any type ofland vehicle with a suspension system. FIG. 8 illustrates the exemplaryvehicle 1000 including an adjustable multi-link suspension 6000 at boththe front and rear in lieu of the traditional multi-link suspension 400in the front and the leaf spring suspension 300 in the rear describedhereinabove. The adjustable multi-link suspension 6000 illustrated inFIG. 8 permits ride height adjustment without significant impacts toaxle positioning relative to the frame.

The vehicle 1000 includes links 4015. The links 4015 may be pivotallyconnected to the straight axle 1015 and may be pivotally connected tothe frame link mount 4020. The link 4015, as illustrated in FIG. 8, maybe longer than the link 415 shown in FIG. 1. The link 4015 may furthermount to a frame link mount 4020 that extends further down from a frame1005 of the vehicle 1000. The link 4015 and frame link mount 4020geometry illustrated in FIG. 8 may result in negligible changes to thewheelbase W as the ride height is altered. For example, as the rideheight is increased by 13″, the wheel base may only be reduced by 0.5″due to the distance that the frame link mount 4020 is configured toextend below the frame 1005. The height of this frame link mount 4020may further be adjusted depending on the diameter of the intended wheelsto be utilized on the vehicle 1000. For example, if the wheel has alarger diameter, the frame link mount 4020, and consequently the links4015, may extend from a lower position of the vehicle. In the embodimentshown, the links 4015 are shown to be extending from the frame linkmount 4020 in an upward direction to wheels 1010 when the ride height isat its lowest (as shown in FIG. 8). Then, as the ride height isincreased, as shown in FIG. 9, the links 4015 may extend from the framelink mount 4020 in a downward direction toward the wheels 1010.

The vehicle 1000 further includes a coilover 4010 at each of the wheels1010. The coilover 4010 in FIG. 8 may be the same as the coilover 410 inFIG. 1. Alternately, the coilover 4010 may be substituted in theadjustable multi-link suspension 6000 by other device that supports thesprung weight of the vehicle and/or wheel and/or provides dampening. Forexample, the coilover 4010 may be a separate coil and shock, or an airspring and shock.

As further illustrated in FIG. 8, the shock tower 405 of the multi-linksuspension 400 from FIG. 1 has been replaced in the adjustablemulti-link suspension 6000 by an adjustable suspension mount 6050. Theadjustable suspension mount 6050 may provide a simple and reliable meansof achieving significant ride height H adjustment without the need toremove and replace components, and without overly complicatedmechanisms. The present embodiment of the adjustable suspension mount6050 may adjust the ride height H by approximately 13″ to thatillustrated in FIG. 9, consistent with the increased ride height H shownin FIG. 2 of the prior art. In addition to the negligible wheel base Wchanges, as described hereinabove, the embodiments shown in FIGS. 8-17B,including the link 4015 and frame link mount 4020, also providenegligible or small changes in the castor angle θ as depicted in FIGS.12A and 12B. For example, the caster angle θ change may be between zeroand five degrees. Furthermore, the camber angle of the vehicle 1000 maybe controlled in the exemplary embodiment of the adjustable multi-linksuspension 6000 by utilizing a straight axle 1015. If an independentsuspension was used in lieu of the straight axle 1015, a means tocontrol the camber angle as the ride height H is altered may further beutilized to allow for proper operation and prevent excessive tire wear.

FIGS. 10A and 10B illustrate the capability of the adjustable suspensionmount 6050 to further control the pitch P of the body 1001 when theadjustable suspension mount 6050 is used on both the front and the rearof the vehicle 1000. FIGS. 11A and 11B illustrate the capability of theadjustable suspension mount 6050 to further control the roll R of thebody 1001 when the adjustable suspension mount 6050 is used on both theright and left side of the vehicle 1000.

As shown in FIGS. 12A and 12B, the adjustable suspension mount 6050 mayinclude a first mount link 6055 and a second mount link 6065. The firstmount link 6055 may be pivotally attached at one end to a mount bracket6060 or directly to the frame 1005, and pivotally attached at the otherend to the coilover 4010. Whatever the mount feature (i.e. the mountbracket 6060 or the frame 1005), the first mount link 6055 may beattached so that the first mount link 6055 is rotatable about theattachment location. Again, it should be noted that the coilover 4010may be substituted with other art that supports the sprung weight of thevehicle 1000 or supports the load on the wheel, as describedhereinabove. The second mount link 6065 may be pivotally attached at oneend to the mount feature or mount bracket 6060 or directly to the frame1005, and pivotally attached at the other end to the first mount link6055. In another embodiment, it should be understood that the secondmount link 6065 may be pivotally attached to the coilover device 4010and the first mount link 6055 may be pivotally attached to the secondmount link 6065. It should further be understood that at least one ofthe first mount link 6055 and the second mount link 6065 may betelescopic in nature and used to increase or decrease the ride height H.In other embodiments, more than two mount links may be provided tocontrol the ride height H. For example, the first mount link may beprovided having a first length, the second mount link may be providedhaving a second length, and a third mount link may be provided having athird length that is different than at least one of the first length andthe second length. Replacing at least one of the first mount link andthe second mount link with the third mount link may be configured toincrease or decrease the ride height H.

FIG. 12A illustrates the adjustable suspension mount 6050 at the lowestride height H, consistent with that which is shown in FIG. 8. FIG. 12Billustrates the adjustable suspension mount 6050 at the highest possibleride height H consistent with that which is shown in FIG. 9. Theillustrated embodiment of the adjustable suspension mount 6050 may, forexample, allow for an increase in ride height H of approximately 13″,without changing the ride quality of a typical pickup truck such as aFord F150, F250 or F350®. Other embodiments may result in increased ordecreased ride height H adjustment capability based on the lengths ofthe first mount link 6055, second mount link 6065, and the position ofpivot points on the mount bracket 6060 or frame 1005. For example,lengthening the components may result in maximum ride height increasecapabilities to be greater than the embodiment shown.

In FIGS. 12A and 12B, the illustrated embodiment of the second mountlink 6065 may be a hydraulic cylinder that allows the ride height H tobe adjusted remotely or via wired communication (either manually ordynamically) through the control system of a hydraulic pump and valves.In other embodiments the first mount link 6055 may be a hydrauliccylinder in lieu of the second mount link 6065, or both the first mountlink 6055 and second mount link 6065 may be hydraulic cylinders.However, in other embodiments at least one of the first mount link 6055and the second mount link 6065 may include solid links of variouslengths that can be removed and replaced to alter the ride height H, orother adjustable link art (e.g. a turnbuckle or air spring). However, inthe embodiment which includes a control system, a single remote may beutilized. This remote may be installed in the dashboard of the vehicle,or may alternately be a remote control which may be completely mobileand not tied to the vehicle in any way. The control may be capable ofraising each of the four wheels at the same time, lowering each of thefour wheels at the same time, or raising and lowering the wheelsseparately and in any combination. Still further, the control system maybe mounted in the bed of the truck abutting the cabin.

Another embodiment of the adjustable suspension mount 6050 is shown inFIG. 20A with the coilover 4010 in a raised position (i.e. vehicle 1000is lowered). As illustrated in FIG. 20A, the adjustable suspension mount6050 may include the first mount link 6055 having a first attachmentpoint, a second attachment point, and a third attachment point. Thefirst attachment point may be pivotally connected to a first mountfeature and the second attachment point may be pivotally connected to asecond mount feature. The first and second mount feature may be a bolt,or the like. In one embodiment, these may not be pivotally connectedonce they are both attached, but instead remain in a fixed position. Thefirst and second mount features may be located on at least one of themount bracket 6060 or the frame 1005. The first mount link 6055 mayextend from the mount bracket 6060 or frame 1005 and pivotally connectthrough a third attachment point to the coilover 4010. As shown in FIG.20B, The first mount link 6055 may be configured to be disconnected andflipped over such that the second attachment point is pivotallyconnected to the first mount feature, the first attachment point ispivotally connected to the second mount feature, and the thirdattachment point is again connected to the coilover 4010, resulting inthe coilover 4010 being lowered as shown in FIG. 20B (i.e. raising thevehicle 1000).

Yet another embodiment of the adjustable suspension mount 6050 is shownin FIG. 21A with the coilover 4010 in a raised position (i.e. vehicle1000 is lowered). As illustrated in FIG. 21A, the adjustable suspensionmount 6050 may include the first mount link 6055 having a firstattachment point, a second attachment point, and a third attachmentpoint. The first attachment point may be pivotally connected to a firstmount feature and the second attachment point may be pivotally connectedto a second mount feature. The first and second mount features may belocated on at least one of the mount bracket 6060 or the frame 1005. Themount bracket 6060 or the frame 1005 may have a third mount featurelocated the same distance from the first mount feature as the secondmount feature. The first mount link 6055 may extend from the mountbracket 6060 or frame 1005 and pivotally connect through the thirdattachment point to the coilover 4010. The second mount feature may beconfigured to disconnect from the mount bracket 6060 or frame, and thefirst mount link 6055 may be configured to rotate about the first mountfeature. The second mount feature may then be reconnected to the mountbracket 6060 at another location, resulting in the coilover 4010 beinglowered as shown in FIG. 21B (i.e. raising the vehicle 1000). Severalattachment locations for the second mount feature may be disposed on themount bracket 6060 or frame. As will be understood from the Figures,these attachment locations may provide for different ride heights. Thesefeatures may be disposed in a radial arrangement about the first mountfeature and first attachment point.

As illustrated in FIGS. 13A and 13B, the links 4015 may be mounted at anangle. This is known as “triangulation” and may be utilized to eliminatethe need for a traditional panhard bar 425 as illustrated in FIG. 3. Asfurther illustrated in FIGS. 13A and 13B, as the ride height H isaltered, the “triangulation” provides a benefit over the traditionalpanhard bar 425 since the “triangulation” may control the left to rightposition of the straight axle 1015 beneath the frame 1005, withoutcausing the body 1001 of the vehicle 1000 to translate sideways as theride height H is altered. In other embodiments, all four links may beangled: two of the links 4015 may be angled inward as shown and two ofthe links 4015 may be angled outward.

In lieu of, or in conjunction with, the triangulation of the links 4015,as shown in FIGS. 14A and 14B a panhard linkage 6070 may be used inplace of the traditional panhard bar 425 for left/right (i.e. sideways)control of the frame 1005 without altering the left/right position ofthe frame 1005 as the ride height H changes. The panhard linkage 6070 isshown installed at a lowered (FIG. 14A) and raised (FIG. 14B) rideheight H. The panhard linkage 6070 may be an element of the adjustablemulti-link suspension 6000. The panhard linkage 6070 may include a longlink 6075 and a short link 6080. The long link 6075 may be pivotallyconnected to the existing mount used for the traditional panhard bar 425at a first panhard location A and connected to the straight axle 1015via a pivoting and sliding joint 6077 at a second panhard location B.Alternatively, the long link 6075 may be pivotally connected at thesecond panhard location B to a panhard arm joint (not shown) pivotallyconnected to a vertical axis on the straight axle 1015 or a panhard rodjoint (not shown) pivotally connected to a horizontal axis on thestraight axle 1015. The principles of the panhard arm joint and panhardrod joint are similar to those of the arm joint 8077 as illustrated inFIGS. 18A and 18B and rod joint 9077 as illustrated in FIGS. 19A and19B. The arm joint 8077 or rod joint 9077 are described hereinbelow withrespect to the steering linkage 7000.

In the embodiment shown, the short link 6080 may be pivotally connectedat a third panhard location C to the long link 6075 and pivotallyconnected to the straight axle 1015 at a fourth panhard location D. Thedistance from the first panhard location A to the second panhardlocation B may be, for example, twice the distance from the thirdpanhard location C to the fourth panhard location D. The fourth panhardlocation D may be positioned vertically below the first panhard locationA. Still further, the second panhard location B may be positionedhorizontally from the fourth panhard location D.

Adding the panhard linkage 6070 to the adjustable multi-link suspension6000 may result in reduced left/right motion of the straight axle 1015as the vehicle 1000 turns, or as the vehicle 1000 traverses an angledsurface 200 (for example, a side hill). It should be understood that thefirst, second, third and fourth panhard locations A, B, C and D arereferred to as “panhard” locations simply to distinguish these locationsfrom the “steering” locations of the steering linkage 7000 describedhereinbelow. The terms “panhard” and “steering” are not meant to impartany further meaning to the locations other than simply establishing thedifference.

FIG. 15 illustrates a perspective view of the preferred embodiment of asteering linkage 7000. The steering linkage 7000 may replace the draglink 505 of the traditional steering system 500 as illustrated in FIG.4. The steering linkage 7000 may include a long link 7005 and a shortlink 7010. The long link 7005 may be connected via a ball and socketjoint, for example, to a pitman arm 5010 at a first steering location Eand connected to a steering tie bar 5015 via a pivoting and/or slidingjoint 7077 at a second steering location F. Alternatively, the long link7005 may be connected via a ball and socket joint at the second steeringlocation F to an arm joint 8077 as illustrated in FIGS. 18A (vehiclelowered) and 18B (vehicle raised). The arm joint 8077 may be pivotallyconnected to the steering tie bar 5015 and configured to rotate about avertical axis such that there is little to no vertical motion of thesecond steering location F as the arm joint 8077 rotates due to changesin ride height H. Still further, the long link 7005 may be pivotallyconnected at the second steering location F to a rod joint 9077 asillustrated in FIG. 19A (vehicle lowered) and 19B (vehicle raised). Therod joint 9077 may be pivotally connected to the steering tie bar 5015and configured to pivot about a horizontal axis on the steering tie bar5015 such that there is vertical motion of the second steering locationF (i.e. steering location F travels in an arc when viewed from the frontof the vehicle 1000) as the rod joint 9077 rotates due to changes inride height H. The short link 7010 may be pivotally connected at a thirdsteering location G to the long link 7005 and pivotally connected to thesteering tie bar 5015 at a fourth steering location H. The distance fromthe first steering location E to the second steering location F may be,for example, twice the distance from the third steering location G tothe fourth steering location H. Still further, the fourth steeringlocation H may be positioned vertically below the first steeringlocation E. Moreover, the second steering location F may be positionedhorizontally from the fourth steering location H.

FIGS. 16A through 16C illustrate the response of spindles 5020 when thepitman arm 5010 is centered (shown in FIG. 16A), translated to the rightof the vehicle (shown in FIG. 16B), and translated to the left of thevehicle (shown in FIG. 16C). The illustrated response may be similar tothat of a properly aligned drag link 505 as illustrated in FIGS. 5Athrough 5C. In other words, the steering linkage 7000 may provide forthe same turning radius as the drag link 505 and operates within theavailable space envelope.

FIGS. 17A and 17B illustrate the response of the steering linkage 7000as the frame 1005 travels vertically relative to the surface 200, i.e.as a result of bumps in the surface 200 or an increase to the vehicleride height H. As the frame 1005 moves up or down, the second steeringlocation F translates horizontally and the first steering location E andthe fourth steering location H travel vertically along a straight line.The response of the steering linkage 7000 as illustrated in FIGS. 17Aand 17B prevents “bump steer”, and allows for changes in the vehicleride height without a need for realignment of the pitman arm 5010.

Although a preferred system for allowing the ride height H to beadjusted is described, use of the adjustable suspension mount 6050 neednot require the use of the steering linkage 7000 to achieve a vehiclewith a significantly adjustable ride height. Other steering system artcould be used in conjunction with the adjustable suspension mount 6050in lieu of the steering linkage 7000 as described, e.g. rack and pinion,hydraulic ram, etc. Furthermore, the adjustable suspension mount 6050need not only be used in conjunction with a straight axle 1015, or themeans for controlling the straight axle 1015 positioning as describedherein. The adjustable suspension mount 6050 could be used inconjunction with an independent suspension or other art used to controlthe position of the wheel 1010 relative to the frame 1005.

Use of the steering linkage 7000 need not be limited to a vehicle 1000having an adjustable ride height system. The steering linkage 7000 canbe used in lieu of the traditional drag link 505 on a vehicle having afixed ride height and still function to eliminate “bump steer”.

Still further, the components of the present disclosure may be providedin a kit in one embodiment. This kit may be purchasable by a consumerand installed in a vehicle as a replacement to the suspension andsteering systems in the vehicle which may, prior to the installation, besimilar to the prior art vehicle described hereinabove in FIGS. 1-7. Thekit (not shown) may include one or more mount brackets 6060 attachableto the frame of a vehicle. The kit may further include at least onefirst mount link 6055 pivotally attachable to the mount bracket 6060 orother mount feature that is attachable to or integrated into the frameof a vehicle, and extendable to a device that supports the sprung weightof the vehicle and/or wheel and/or provides dampening. The first mountlink 6055 may be pivotally attachable to the coilover, spring, shock,and/or airspring. The kit may further include at least one second mountlink 6065 that is pivotally attachable to at least one of the mountbracket 6060 or mount feature and a second mount feature. The secondmount link 6065 may be extendable to the first mount link 6055. At leastone of second mount link 6065 and the first mount link 6060 may betelescopic in nature. The second mount link 6065 may be pivotallyattachable to the first mount link 6055. Further, the adjustablesuspension kit may be configured to raise or lower a wheel with respectto the frame of a vehicle when the mount bracket 6060, the first mountlink 6055 and the second mount link 6065 are installed on the vehicleand when the length of the first mount link 6055 or second mount link6060 is altered. Alternately and/or additionally, the kit may include athird mount link (not shown) to replace either the first or second mountlink 6055, 6060. The third mount link may be larger or smaller than thelink it is configured to replace in order to raise or lower thesuspension system when the third mount link is installed. It should beunderstood that the kit may provide one mount bracket 6060 and firstmount link 6055 for each wheel, and one or more second mount links 6065for each wheel.

The kit may further include at least one frame link mount 4020attachable to the frame of a vehicle. At least one first frame link 4015may be provided which may be pivotally attachable to the frame linkmount 4020 and extendable to a straight axle of the vehicle that extendsbetween two wheels, the first frame link 4015 may be pivotallyattachable to the straight axle. Further included may be at least onesecond frame link 4015 pivotally attachable to at least one of the framelink mount 4020 and a second frame link mount (not shown). The secondframe link 4015 may be configured to extend to the straight axle. Thesecond frame link 4015 may be pivotally attachable to the straight axle.The kit may include four of the frame link mounts 4020, and four of eachof the first frame links 4015 and second frame links 4015. The first andsecond frame links may actually be the exact same components. Thus,eight of the same links may be provided. In one embodiment, there may betwo different sets of frame link mounts 4020: front frame link mountsand rear frame link mounts. In other words, the front frame link mountsmay be dimensioned differently than the rear frame link mounts.Similarly, there may be four different types of frame links 4015: fronttop frame links, front bottom frame links, rear top frame links and rearbottom frame links. Thus, a kit may include two front top frame links,two front bottom frame links, two rear top frame links, and two rearbottom frame links.

The adjustable suspension kit may further include a straight axle 1015attachable to and extendable between a first wheel and a second wheel ofa vehicle. In other embodiments, a stock straight axle may be modifiedto incorporate the sliding joint 6077 or the sliding joint 6077 maysimply be adapted to be attached to the stock straight axle. Theadjustable suspension kit may further include a sliding joint 6077,where the straight axle 1015 includes a length that is adapted forslidable movement of the sliding joint 6077 when the sliding joint 6077is attached to the length. A first panhard link 6075 may be attachableto and extendable between a first panhard location that is on orconnected directly to the frame of the vehicle and the sliding joint6077 at a second panhard location. The kit may include a second panhardlink 6080 attachable to and extendable between a third panhard locationthat is on or connected directly to the middle of the first panhard link6075 and a fourth panhard location that is on or connected directly tothe straight axle 1015. The middle of the first panhard link 6075 may belocated between the first panhard location and the second panhardlocation.

The adjustable suspension kit may still further include a steering tiebar 5015 attachable to and extendable between a first spindle and asecond spindle of a vehicle. The kit may include another sliding joint7077. The steering tie bar 5015 may include a length that is adapted forslidable movement of the sliding joint 7077 when the sliding joint 7077is attached to the length. Further included may be a first steering link7005 attachable to and extendable between a first steering location thatis on or connected directly to a pitman arm of the vehicle and thesliding joint 7077 at a second steering location. The kit may include asecond steering link 7010 attachable to and extendable between a thirdsteering location that is on or connected directly to a middle of thefirst steering link 7005 and a fourth steering location that is on orconnected directly to the steering tie bar 5015. The middle of the firststeering link 7005 may be located between the first steering locationand the second steering location.

It should further be understood that the above described kit may containsome, any, or all of the components described hereinabove. Further, thekit may include a control system for controlling the telescopic natureof at least one of the first mount link 6055 and the second mount link6065. At least one of the first mount link 6055 and second mount link6065 may be expandable or contractible via hydraulic power, in oneembodiment.

In still another embodiment, a method is contemplated. The method mayinclude providing some or all of the component parts listed hereinabove.The method may further include attaching a first mount link to a mountfeature and extending the first mount link to a device used to support aload on a first wheel. The method may include pivoting the first mountlink about the device and the mount feature. The mount feature may beattached to or integrated into the frame of the vehicle. The method mayfurther include attaching a second mount link to at least one of themount feature and a second mount feature and extending the second mountlink to the first mount link and attaching the second mount link to thefirst mount link. The method may include pivoting the second mount linkabout the mount feature or second mount feature, and pivoting the secondmount link about the first mount link. The method may further includeextending, expanding or telescoping at least one of the first mount linkand the second mount link.

Further, a method may include providing the above-described straightaxle, first panhard link, and second panhard link and attaching one ormore of these elements in the manner described hereinabove. The methodmay include attaching the first panhard link to a frame of the vehicleat a first location and to the straight axle at a second location. Themethod may include pivoting the first panhard link about the frame andthe straight axle. The method may further include attaching the secondpanhard link to a middle point of the first panhard link and thestraight axle. The method may include pivoting the second panhard linkabout the straight axle and the first panhard link. The method mayfurther include sliding an end of the first panhard link along a lengthof the straight axle. This may be accomplished with a sliding joint.

Still further, a method may include providing the above-describedsteering tie bar, joint that is adaptable for movement in a directionthat the steering tie bar extends, first steering link, and secondsteering link and attaching one or more of these elements in the mannerdescribed hereinabove. The method may include attaching the firststeering link to a pitman arm of the vehicle at a first location and tothe steering tie bar at a second location. The method may includepivoting the first steering link about the steering tie bar and thepitman arm. The method may further include attaching the second steeringlink to a middle point of the first steering link and the steering tiebar. The method may include pivoting the second steering link about thesteering tie bar and the first steering link. The method may furtherinclude sliding or otherwise moving an end of the first steering link ina direction that the steering tie bar extends. This may be accomplishedwith a sliding joint, an arm joint or a rod joint.

Moreover, the method may include raising or lowering the suspension of avehicle with the above described components. The method may includeretaining the axle in a substantially similar horizontal position withrespect to the wheels when the ride height is raised by at least 10inches or more. The method may include retaining the steering alignmentof the pitman arm in a neutral position when the ride height is raisedby at least 10 inches or more.

Elements of the embodiments have been introduced with either thearticles “a” or “an.” The articles are intended to mean that there areone or more of the elements. The terms “including” and “having” andtheir derivatives are intended to be inclusive such that there may beadditional elements other than the elements listed. The conjunction “or”when used with a list of at least two terms is intended to mean any termor combination of terms. The terms “first” and “second” are used todistinguish elements and are not used to denote a particular order.

While the invention has been described in detail in connection with onlya limited number of embodiments, it should be readily understood thatthe invention is not limited to such disclosed embodiments. Rather, theinvention can be modified to incorporate any number of variations,alterations, substitutions or equivalent arrangements not heretoforedescribed, but which are commensurate with the spirit and scope of theinvention. Additionally, while various embodiments of the invention havebeen described, it is to be understood that aspects of the invention mayinclude only some of the described embodiments. Accordingly, theinvention is not to be seen as limited by the foregoing description, butis only limited by the scope of the appended claims.

I claim:
 1. A vehicle comprising: at least two wheels, a frame; asteering tie bar extending between a first spindle and a second spindleof the vehicle; a joint that is adaptable for movement in a directionthat the steering tie bar extends; a first steering link attached to andextending between a first steering location that is on or connecteddirectly to a pitman arm of the vehicle and a second steering locationthat is on or connected directly to the steering tie bar by way of thejoint such that the joint is movable in the direction that the steeringtie bar extends; and a second steering link attached to and extendingbetween a third steering location that is on or connected directly to amiddle of the first steering link located between the first and secondsteering locations, and a fourth steering location that is on orconnected directly to the steering tie bar.
 2. The vehicle of claim 1,wherein the joint is a sliding joint that is on or connected directly tothe steering tie bar and configured to slide along a length attached orintegral to the steering tie bar, the length parallel to the directionthat the steering tie bar extends.
 3. The vehicle of claim 1, whereinthe joint includes: a first arm location on or connected directly to thesteering tie bar; a second arm location on or connected directly to thefirst steering link; an arm pivotally attached at the first arm locationand extending between the first arm location and the second armlocation, the arm attached at the second arm location by way of a balland socket joint, the arm configured to pivot about the first armlocation such that there is at least one of no vertical motion andsubstantially no vertical motion of the second arm location as thesecond arm location moves in the direction that the steering tie barextends.
 4. The vehicle of claim 1, wherein the joint includes: a firstrod location on or connected directly to the steering tie bar; a secondrod location on or connected directly to the first steering link; a rodpivotally attached at the first rod location and extending between thefirst rod location and the second rod location, the rod pivotallyattached to the second rod location, the rod configured to pivot aboutthe first rod location such that there is vertical motion of the secondrod location as the second rod location moves in the direction that thesteering tie bar extends.
 5. The vehicle of claim 1, further comprisinga wheel positioning arrangement including: a frame link mount attachedor integral to the frame of the vehicle; an axle link mount attached orintegral to a straight axle, the straight axle configured to extendbetween two wheels of the vehicle; a first frame link pivotally attachedto the frame link mount and extending to the axle link mount, the firstframe link attached to the axle link mount; and a second frame linkpivotally attached to at least one of the frame link mount and a secondframe link mount, the second frame link extending to the axle linkmount, the second frame link attached to the axle link mount.
 6. Thevehicle of claim 5, further comprising a panhard linkage including: alength attached or integral to the straight axle, the length adaptablefor sliding movement of an attached sliding joint; a first panhard linkpivotally attached to and extending between a first panhard locationthat is on or connected directly to the frame of the vehicle and asecond panhard location that is on or connected directly to the straightaxle by way of a sliding joint; and a second panhard link pivotallyattached to and extending between a third panhard location that is on orconnected directly to a middle of the first panhard link located betweenthe first and second panhard locations and a fourth panhard locationthat is on or connected directly to the straight axle.
 7. The vehicle ofclaim 1, further comprising: an adjustable suspension mount including: afirst mount link pivotally attached to a mount feature and extending toa device used to support a load on a first wheel, the first mount linkpivotally attached to the device, wherein the mount feature is attachedto or integrated into the frame of the vehicle; and a second mount linkpivotally attached to at least one of the mount feature and a secondmount feature, the second mount link extending to the first mount link,the second mount link pivotally attached to the first mount link.
 8. Thevehicle of claim 1, wherein first steering link is attached to thepitman arm at the first steering location above the first spindle andextends to the steering tie bar proximate the second spindle, andwherein when the frame is raised with respect to at least one of thefirst spindle and the second spindle, the second steering location movesin the direction of the steering tie bar toward the first spindle. 9.The vehicle of claim 8, wherein the distance between the first steeringlocation and the second steering location is at or about two times thedistance between the third steering location and the fourth steeringlocation.
 10. The vehicle of claim 9, wherein the first steeringlocation is located directly above the fourth steering location, andwherein the third steering location is located at a midpoint between thefirst steering location and the second steering location.
 11. A steeringlinkage kit comprising: a joint that is attachable or integral to asteering tie bar, the joint adaptable for movement in a direction thatthe steering tie bar extends; a first steering link attachable to andextendable between a first steering location that is on or connecteddirectly to a pitman arm of the vehicle and a second steering locationthat is on or connected directly to the steering tie bar by way of thejoint such that the joint is movable in the direction that the steeringtie bar extends; and a second steering link attachable to and extendablebetween a third steering location that is on or connected directly to amiddle of the first steering link located between the first and secondsteering locations, and a fourth steering location that is on orconnected directly to the steering tie bar.
 12. The steering linkage kitof claim 11, further comprising: an adjustable suspension mount kitincluding: a first mount link pivotally attachable to a mount featureattachable to or integrated into a frame of a vehicle, the first mountlink extendable to a device used to support a load on a first wheel, thefirst mount link pivotally attachable to the device; and a second mountlink pivotally attachable to at least one of the mount feature and asecond mount feature, the second mount link extendable to the firstmount link, the second mount link pivotally attachable to the firstmount link, wherein the adjustable suspension mount kit is configured toraise or lower a wheel with respect to the frame when the first mountlink and the second mount link are installed on the vehicle and when atleast one of the first mount link and the second mount link is expandedor replaced by a third mount link having a different length than atleast one of the first mount link and the second mount link.
 13. Thesteering linkage kit of claim 11, further comprising a wheel positioningkit including: a frame link mount attachable to the frame of a vehicle;an axle link mount attachable or integral to a straight axle, thestraight axle configured to extend between two wheels of the vehicle; afirst frame link pivotally attachable to the frame link mount andextendable to the axle link mount, the first frame link attachable tothe axle link mount; and a second frame link pivotally attachable to atleast one of the frame link mount and a second frame link mount, thesecond frame link extending to the axle link mount, the second framelink attachable to the axle link mount.
 14. The steering linkage kit ofclaim 13, further comprising a panhard linkage kit including: a slidingjoint attachable to the straight axle of the vehicle, wherein thesliding joint is adapted for slidable movement of the sliding jointalong a length of the straight axle when the sliding joint is attachedto the straight axle; a first panhard link pivotally attachable to andextendable between a first panhard location that is on or connecteddirectly to a frame of the vehicle and a second panhard location that ison or connected directly to the straight axle by way of the slidingjoint; and a second panhard link pivotally attachable to and extendablebetween a third panhard location that is on or connected directly to amiddle of the first panhard link located between the first and secondpanhard locations and a fourth panhard location that is on or connecteddirectly to the straight axle.
 15. The steering linkage kit of claim 11,wherein the distance between the first steering location and the secondsteering location is at or about two times the distance between thethird steering location and the fourth steering location.
 16. Thesteering linkage kit of claim 15, wherein the first steering location islocated directly above the fourth steering location, and wherein thethird steering location is located at a midpoint between the firststeering location and the second steering location.
 17. A steeringlinkage system comprising: a steering tie bar extending between a firstspindle and a second spindle of the vehicle; a joint that is adaptablefor movement in a direction that the steering tie bar extends; a firststeering link attached to and extending between a first steeringlocation that is on or connected directly to a pitman arm of the vehicleand a second steering location that is on or connected directly to thesteering tie bar by way of the joint such that the joint is movable inthe direction that the steering tie bar extends; and a second steeringlink attached to and extending between a third steering location that ison or connected directly to a middle of the first steering link that islocated between the first and second steering locations, and a fourthsteering location that is on or connected directly to the steering tiebar.
 18. The steering linkage system of claim 17, wherein the joint is asliding joint that is on or connected directly to the steering tie barand configured to slide along a length attached or integral to thesteering tie bar, the length parallel to the direction that the steeringtie bar extends.
 19. The steering linkage system of claim 17, whereinthe joint includes: a first arm location on or connected directly to thesteering tie bar; a second arm location on or connected directly to thefirst steering link; an arm pivotally attached at the first arm locationand extending between the first arm location and the second armlocation, the arm attached to the second arm location by way of a balland socket joint, the arm configured to pivot about the first armlocation such that there is little to no vertical motion of the secondarm location as the second arm location moves in the direction that thesteering tie bar extends.
 20. The steering linkage system of claim 17,wherein the joint includes: a first rod location on or connecteddirectly to the steering tie bar; a second rod location on or connecteddirectly to the first steering link; a rod pivotally attached at thefirst rod location and extending between the first rod location and thesecond rod location, the rod pivotally attached to the second rodlocation, the rod configured to pivot about the first rod location suchthat there is vertical motion of the second rod location as the secondrod location moves in the direction that the steering tie bar extends.21. The steering linkage system of claim 17, further comprising a wheelpositioning system including: a frame link mount attached or integral tothe frame of the vehicle; an axle link mount attached or integral to astraight axle, the straight axle extending between two wheels of thevehicle; a first frame link pivotally attached to the frame link mountand extending to the axle link mount, the first frame link attached tothe axle link mount; and a second frame link pivotally attached to atleast one of the frame link mount and a second frame link mount, thesecond frame link extending to the axle link mount, the second framelink attached to the axle link mount.
 22. The steering linkage system ofclaim 21, further comprising a panhard linkage system: a length attachedor integral to the straight axle, the length adaptable for slidingmovement of an attached sliding joint; a first panhard link pivotallyattached to and extending between a first panhard location that is on orconnected directly to a frame of the vehicle and a second panhardlocation that is on or connected directly to the straight axle by way ofthe sliding joint; and a second panhard link pivotally attached to andextending between a third panhard location that is on or connecteddirectly to a middle of the first panhard link located between the firstand second panhard locations and a fourth panhard location that is on orconnected directly to the straight axle.
 23. The steering linkage systemof claim 17, further comprising: an adjustable suspension mountincluding: a first mount link pivotally attached to a mount feature andextending to a device used to support a load on a first wheel, the firstmount link pivotally attached to the device, wherein the mount featureis attached to or integrated into the frame of the vehicle; and a secondmount link pivotally attached to at least one of the mount feature and asecond mount feature, the second mount link extending to the first mountlink, the second mount link pivotally attached to the first mount link.24. The steering linkage system of claim 17, wherein first steering linkis attached to the pitman arm at the first steering location above thefirst spindle and extends to the steering tie bar proximate the secondspindle, and wherein when the frame is raised with respect to at leastone of the first spindle and the second spindle, the second steeringlocation moves in the direction of the steering tie bar toward the firstspindle.
 25. The steering linkage system of claim 24, wherein thedistance between the first steering location and the second steeringlocation is at or about two times the distance between the thirdsteering location and the fourth steering location.
 26. The steeringlinkage system of claim 25, wherein the first steering location islocated directly above the fourth steering location, and wherein thethird steering location is located at a midpoint between the firststeering location and the second steering location.